Boat drive



ug. 19, 1969 G. c. LEWIS 3,461,831

BOAT DRIVE Filed April 24, 19 68 5 Sheets-Sheet 1 Fig./ 20' 22 I06 4 I010 82 U "r d-f x '08 l 1 :ZU/V/ //6 Fig. 2 I04 um ,06 4 2 I04 6 1,. m, 86 V 10a Fig.3

7 62 O O O \Iln. o o Mum OHIO 4 o v o o 64 Guy C.Lewls INVENTOR.

Aug. 9, 1969 G. c. LEWIS 3.461,831

BOAT DRIVE Filed April 24, 1968 3 Sheets-Sheet 2 Guy 6. Lewis INVENTOR.

g- 19, 1969 Q s. c. LEWIS 3,461,831

. BOAT DRIVE Filed April 24, 1968 3 Sheets-Sheet 3 Guy 6. Lewis INVENTOR.

is) 2mm and United States Patent 3,461,831 BOAT DRIVE Guy C. Lewis, Jefferson, La. (306 Newman Ave., New Orleans, La. 70121) Filed Apr. 24, 1968, Ser. No. 723,665 Int. Cl. B63h 11/02, /12, 25/08 US. Cl. 115-12 13 Claims ABSTRACT OF THE DISCLOSURE A boat drive comprising an elongated drive tube for receiving and directing a propeller impelled stream of water. The drive tube is adjustable, in conjunction with an adjustable panel, between a forward position, a reverse position and a neutral position through a simultaneous manipulation of the tube and panel and without either stopping or reversing the propeller. A protective ski is provided for automatically retracting the tube, panel and steering rudder upon the encountering of obstacles. The tube and panel are retractable within an internal tunnel in the boat hull which cooperates with the tube in recirculating the stream of water so as to achieve the neutral position.

The instant invention generally relates to boat drives, and is more particularly concerned with a boat drive wherein the directional control, both forward and reverse, is achieved through the selective diverting of an impelled stream of water moving initially rearward from a water propelling source through a stream directing drive tube.

Basically, the instant invention is primarily concerned with a boat drive wherein forward and reverse, as well as for that matter neutral, are achieved through a physical variation in the position of a pair of water stream directing members, rather than through an actual reversing of the engine, thus resulting in a substantial simplification in the basic power unit provided in that no reversing components are necessary within the engine itself. The flow adjusting components are housed within a tunnel in the boat hull opening through the bottom thereof with these components, depending upon the direction of movement desired, being selectively projected below the tunnel. An elongated ski-like shoe is pivotally mounted centrally beneath the tunnel and operates as a safety meafis for automatically withdrawing any projecting components within the tunnel upon the encountering of underwater objects which could do damage thereto, the shoe additionally providing for an automatic retraction of a vertically retractable rudder. The drive also incorporates a vacuum pump whereby the water can be selectively exhausted from the tunnel so as to facilitate an initial starting of the engine through a decrease in the resistance to the propeller, and which, upon a starting of the engine, can exhaust the air completely so as to fill the tunnel with water.

Particularly significant is the fact that the drive of the instant invention completely eliminates the necessity for a clutch or reverse gear, such in turn resulting in a reduction in weight of several hundred pounds in the power plant which in turn results in a substantial reduction in the cost of the power plant, an elimination of many maintenance problems, and a corresponding increase in the load capacity of the boat.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

3 ,461,831 Patented Aug. 19, 1969 FIGURE 1 is a side elevational view of a boat with the drive of the instant invention incorporated therein;

FIGURE 2 is a top plan view of the drive unit;

FIGURE 3 is a bottom plan view of the drive unit;

FIGURE 4 is a cross-sectional view taken substantially on a plane passing along line 44 in FIGURE 2 and illustrating the drive unit in its forward position;

FIGURE 5 is a cross-sectional view similar to FIG- URE 4 illustrating the drive unit in the reverse position;

FIGURE 6 is a cross-sectional view similar to FIG- URES 4 and 5 illustrating the drive in the neutral position;

FIGURE 7 is a cross-sectional view taken substantially on a plane passing along line 77 in FIGURE 6;

FIGURE 8 is a cross-sectional view taken substantially on a plane passing along line 88 in FIGURE 6;

FIGURE 9 is an exploded perspective view of the stream directing components;

FIGURE 10 is a bottom plan view of a modified form of drive; and

FIGURE 11 is a cross-sectional view taken substantially on a plane passing along line 1111 in FIG- URE 10.

Referring now more specifically to the drawings, reference numeral 20 is used to generally designate a boat or boat hull incorporating the drive of the instant invention. The drive, generally referred to by reference numeral 22, includes an enlarged upwardly extending recess or tunnel 24 defined within the bottom of the boat 20 just forward of the stern 26.

The tunnel 24 is defined by a housing 28 which has opposed vertical sidewalls 30 and a top wall 32. The top wall 32 curves upwardly and forwardly from the lower edge of the stern 26 so as to form a concave or arcuate water directing surface 34 with the top wall extending horizontally for a short distance then angling upwardly and forwardly as at 36, terminating in a short downwardly directed vertical portion 38 which in turn terminates in a downwardly and forwardly inclined sloping wall 40. The tunnel housing 28 is affixed to the boat through a peripheral flange 42 provided thereon and receiving a plurality of mounting screws 44 therethrough. In addition, appropriate suspension bolts 46 can also be utilized as needed between various portions of the housing 28 and braced portions of the boat.

A transversely extending plate-like brace 48 is provided across the bottom of the tunnel housing 28 in approximate vertical alignment with the vertical wall portion 38 toward the front of the housing 28 with the area of the open bottom of the tunnel 24 between the brace 48 and the front of the housing 28 constituting the water intake or inlet 50 having a plurality of longitudinally extending thin protective bars 52 extending longitudinally thereacross between the transverse brace 48 and the forward end of the housing 28 so as to define a-protective grille.

An elongated generally rectangular flow direction control tube 54 is provided within the tunnel 24 immediately rearward of the transverse brace 48, and is directly mounted on the rear-ward edge of this brace 48 by appropriate full length hinge means 56 engaged between the brace 48 and the bottom wall 58 of the tube 54 to enable a vertical swinging of the tube between an elevated position, noting FIGURE 5, wherein the tube is completely retracted within the tunnel and in fact has the rear end portion of the upper wall 60 thereof engaged against the top wall 32 of the tunnel, and a lowered position, noting FIGURE 4, wherein the rear end of the tube 54 is positioned, for the major portion of the height thereof, below the bottom of the boat. The tube 54 is also of course able to assume an intermediate or neutral position wherein the bottom wall 58 is substantially coplanar with the bottom of the boat 20, this position being best seen in FIGURE 6. The tube 54 is of a width closely corresponding to the internal width of the tunnel housing 28 so as to be closely received between the sidewalls 30 thereof while still allowing for the smooth vertical pivoting of the tube 54 within the housing 28.

Cooperating with the control tube 54 is a flat control panel 62 pivotally mounted, through a full length hinge 64, to the lower edge of the stern 26 and projecting forwardly therefrom for vertical pivotal movement between the sidewalls 30 of the tunnel housing 28, the control panel 62 including vertical triangularly shaped side flanges or walls 66 which taper downwardly toward the free forward edge 68 of the panel 62. With reference to FIG- URES 4, 5 and 6, the relationship between the lengths of the top and bottom walls and 58 of the tube 54 and the panel 62 will be appreciated. The control panel 62, in the lowered position of the tube 54, inclines upwardly and engages under the rear edge of the top wall 60 of the tube 54 forming a substantially coplanar downward and rearward continuation of this top wall 60, noting FIGURE 4 in particular. With reference to FIGURE 6, it will be appreciated that upon a movement of the bottom wall 58 of the tube 54 to a horizontal position, substantially coplanar with the bottom of the boat 20, the control panel 62 will align therewith with the free edge 68 of the panel 62 being positioned immediately adjacent the rear edge of the bottom wall 58 so as to form a smooth continuation thereof.

The desired synchronized movement of the control tube 54 and control panel 62 is effected by means of a first elongated control link 70 rigidly fixed transversely across an elongated shaft 72 rotatably supported in the opposed sidewalls 30 of the tunnel housing 28 forward of the panel mounting hinge 64 and in overlying relation to r the panel 62. This control link 70 in turn has a pair of links 74 and 76 pivotally engaged with the opposed ends thereof and with a pair of upright ears 78 and 80, one mounted on the bottom wall 58 of the control tube 54 and the other mounted on the upper surface of the panel 62, the links 70, 74 and 76, as Well as the ears 78 and 80 being so located as to provide for the synchronized swinging of the tube 54 and panel 62 between the three positions illustrated in FIGURES 4, 5 and 6 upon a rotation of the shaft 72. The actual rotation of the shaft 72 is effected through an enlarged vertically extending control handle 82 appropriately fixed to one projecting end of shaft 72 and accessible from the interior of the boat 20.

The actual movement of the water necessary to propel the boat is derived from a propeller 84 mounted within or immediately adjacent the forward end of the control tube 54 on an elongated drive shaft 86 extending through the forward wall portion 40 of the housing 28, the shaft of course extending from the engine or power unit 88.

The relationship between the propeller 84 and the tube t 54 will of course be such so as to allow for a free pivotal movement of the tube 54 without interfering with the operation of the propeller 84 which drives a stream of water therethrough, the water being supplied through the grille-like intake 50. The propeller shaft 86 will prefererably be water cooled, note the shaft housing 90 and the water intake pipe 92, as will the engine 88 itself, the intake pipe 94 therefor being located within the tunnel 24 immediately above the water intake or inlet 50.

In actual operation, it is contemplated that the propeller 84 be continuously driven with the directional control, whether forward, reverse or neutral, being achieved through a mechanical adjustment of the control tube 54 and the control plate 62. FIGURE 4 illustrates the forward position whereby the water impelled by the propeller 84 is directed downwardly and rearwardly through the control tube 54 with the control panel 62 forming a continuation thereof for a straight rearward discharge of the water and a resultant forward movement of the boat. FIGURE 5 illustrates the reverse position wherein the control tube is angled upwardly and rearwardly toward the arcuate portion 34 of the upper wall 32 of the tunnel housing 28 while the control panel 62 is angled downwardly and forwardly, discharging below the bottom of the boat 20 in a forward direction. Thus, the impelled water travels through the tube 54, about the arcuate wall portion 34 and forwardly and downwardly along the control panel 62 so as to produce a resultant rearward movement of the boat. Incidently, it will be appreciated that the control panel 62 is, as is the case with the control tube 54, of a width closely conforming to the transverse distance between the sidewalls 30 of the tunnel housing 28.

FIGURE 6 illustrates the neutral position of the drive wherein the control panel 62 is aligned horizontally with the bottom wall 58 of the control tube 54. In this position, the water impelled by the propeller 84 passes through the control tube 54, over the control panel 62 and then is reversed by the closed rear end of the housing 28 for passage forwardly over the control tube 54 and into a recirculating path. It will be recognized that the height of the housing 28 above the top wall 6-0 of the control tube 54 must be such so as to avoid any substantial back pressure to a degree which would affect the operation of the propeller which it is contemplated will run at a constant speed, whether in this neutral position, in reverse or in forward. Inasmuch as the speed of the proeller will be maintained in neutral, an instantaneous response is possible upon shifting to either forward or re verse with this actual shifting to forward or reverse being either complete as illustrated in FIGURES 4 and 5, or partial so as to actually vary the speed of movement of the boat while maintaining a constant motor speed.

With reference to FIGURE 9 in particular, it will be noted that the internal corners of the tube 54 are provided with diagonal braces 96 which more closely conform the interior of the rectangular tube 54 to the propeller 84 so as to enhance the water stream impelling force thereof. In addition, the lower corners defined by the diagonal braces 96 are closed off at the forward ends thereof as indicated by reference numeral 98 so as to preclude any tendency for the water to flow through the inlet 50 and directly through the lower corner portions of the control tube 54.

In order to facilitate the starting of the motor 88, the instant invention also contemplates the provision of a vacuum pump 100 in communication, through a valve controlled pipe 102, with the tunnel 24. Thus, when actu ally starting the motor 88, air can be introduced into the tunnel 24 so as to expel the water whereby the water pressure which tends to resist the initial movement of the propeller 84 is substantially reduced. By the same token, upon a starting of the motor 88, the air can be sucked from the tunnel 24 so as to allow for a complete filling of the tunnel 24 with water whereby any air pockets are eliminated, thus providing for a maximum efiiciency in opertion.

The steering of the boat 20 is effected through a rudder 104 mounted on the stern 26 of the boat through a rigid vertical shaft 106 which is in turn vertically slidable through a bearing support unit 108. The upper end of the iudder shaft 106 includes a collar 110 fixed thereon so as to constitute a stop, engageable against the top of the bearing support 108, for defining the lower limit of the rudder 104 below the bottom of the boat 20. The rudder 104 is additionally supported by a safety chain 112 releasably engaged between the upper portion of the bearing support 108 and the rudder 104. This chain 112, noting FIGURE 6 in particular, can be selectively shortened so as to retain the rudder 104 in an elevated position level with or slightly above the bottom of the boat 20, the rudder itself including an enlarged notch 114 therein about the shaft 106 which receives the lower portion of the bearing support 108 upon a vertical raising or collapsing of the rudder 104.

The instant invention also contemplates a safety device wherein an automatic vertical raising of the rudder 104 as well as a movement of the water flow control components to the neutral position of FIGURE 6 is automatically effected upon the encountering of underground objects or a running of the boat onto a beach. This safety device comprisesan elongated ski-like shoe or skid 116 which has a first or forward end thereof pivotally mounted on the transverse brace 48, and the second or rear end thereof slidably engaged with the lower end of the rudder shaft, the main body of the skid 116 longitudinally underlying the oontrol tube 54 and control panel 62. The hinge engagement of the forward end of the skid 11 6 can be effected in any suitable manner, such as by reversely curling this forward end about the plate-like brace 48 and retaining the curled end freely thereon by a transverse pin 118 extending between a pair of grille members 52 immediately forward thereof. The sliding pivotal engagement of the rear end of the skid 11-6 with the lower end of the rudder shaft 106 can be effected simply by the reversing of this rearward end and the provision of an elongated slot 120 therein which retains an enlarged head 122 provided on the lower end of the rudder shaft for free sliding movement therein. Thus, upon the encountering of an underwater object, the normally downwardly and rearwardly inclined skid 116 will take the force of the impact and pivot upwardly, raising the rudder 104 vertically out of danger and simultaneously upwardly pivoting any depending portions of the control components 54 and 62 to the neutral position of FIGURE 6. Once the obstacle is passed, the rudder will automatically return to operative position and the control components can be adjusted accordingly. Incidently, referring again to FIGURE 4, it will be appreciated that when the control tube 54 is in the forward position, the downward and rearward inclination thereof enables it to act both in the manner of a bafiie tending to direct the water through the inlet 50, and also as a hydrofoil to produce a lift to the boat, and particularly the stern thereof for a decrease in the water resistance and a corresponding increase in the speed of the boat.

With reference to FIGURES and 11, it should be appreciated that the instant invention also contemplates the provision of a dual direction control system wherein adjacent duplicate cooperatively arranged control tubes 54 and control plates 62 are provided, each set having a separate control handle 82 for an individual adjustment thereof. In this manner, one of the sets of components 54 and 62 can be in a reverse position while the other is in a forward position so as to effect a rapid turning of the boat. By the same token, it will be appreciated that both sets of components can be operated in unison so as to provide full power. While FIGURE 10 illustrates a single propeller 84 supplying power impelled streams of water to both sets of components, it should also be appreciated that twin propellers can be used. The protective skid 116 is of course positioned so as to underlie both sets of components in addition to the rudder 104 for operation in the same manner as discussed supra in conjunction with one set of components. It will of course be appreciated that when using a single propeller 84 with the two sets of components, the propeller will necessarily have to be positioned slightly forward of the two control tubes 54 so as to allow for the desired pivotal movement of the tubes.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the 'art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

What is claimed as new is as follows:

1. In a boat, a boat drive, said drive including an open bottom housing positioned longitudinally along the hull of the boat and opening downwardly relative thereto, rearwardly directed water propelling means located within said housing, a control tube having opposed open ends, said tube being positioned generally longitudinally within said housing with a first intake end thereof in water receiving alignment with said water propelling means, means adjustably mounting said tube for movement of the second rearward discharge end thereof vertically while retaining the intake end in water receiving alignment with the water propelling means, said tube being movable to three primary positions, a forward position wherein said discharge end is directed downwardly and outwardly through the open bottom of the housing, a reverse position wherein said discharge end is directed upwardly and inwardly relative to said housing, and a neutral position wherein said discharge end is directed generally horizontally, said housing including a top wall spaced above said tube in the neutral position so as to define a flow path therebetween for enabling a circulation of the propelled water back to the water propelling means.

2. The drive of claim 1 including a control panel for cooperative displacement with said control tube, means mounting said control panel rearward of said control tube and in opposed relation thereto, said panel being mounted for movement into a water flow directing position in response to a movement of the control tube to any of the positions thereof.

3. The drive of claim 2 wherein said control tube includes a top wall and a bottom wall, said control panel being alignable and substantially coplanar with the top wall of the control tube upon an orientation of the control tube in the forward position, said control panel being offset downwardly at a forward inclination below the discharge end of said control tube for the forward direction of the water flow upon a movement of the control tube to the reverse position, said control panel being positionable in substantially horizontal coplanar relationship with the bottom wall of the control tube in the neutral position of the control tube.

4. The drive of claim 3 including protective means N underlying said control tube and movably mounted for upward movement upon the encountering of an obstruction for effecting a protective upward movement of the control tube from the forward position thereof.

5. The drive of claim 4 wherein said protective means is in the nature of an elongated skid pivotally mounted at the forward end thereof to a central portion of the housing forward of the control tube, a vertically orientated rudder located rearward of said housing, said rudder including an integral vertically elongated shaft, the rear end portion of said skid engaging the lower end of said rudder shaft whereby a vertical movement of said skid will efiect a corresponding vertical movement of said rudder, thereby providing for an automatic retraction of the rudder upon the encountering of an underwater obstacle by the skid.

6. The drive of claim 1 including protective means underlying said control tube and movably mounted for upward movement upon the encountering of an obstruction for effecting a protective upward movement of the control tube from the forward position thereof.

7. The drive of claim 6 wherein said protective means is in the nature of an elongated skid pivotally mounted at the forward end thereof to a central portion of the housing forward of the control tube, a vertically orientated rudder located rearward of said housing, said rudder including an integral vertically elongated shaft, the rear end portion of said skid engaging the lower end of said rudder shaft whereby a vertical movement of said skid will effect a corresponding vertical movement of said rudder, thereby providing for an automatic retraction of the rudder upon the encountering of an underwater obstacle by the skid.

8. The drive of claim 2 wherein said control tube and said control panel are each of a width substantially equal to that of the interior of the housing whereby movement of water within the housing other than that specifically and directly propelled by the water propelling means is precluded.

9. The drive of claim 8 including a grille protected water inlet within said housing forward of said control tube and the water propelling means.

10. A boat comprising an elongated hull, said bull including a stern and a bottom, a rudder, means mounting said rudder on said stern for vertical adjustment relative thereto between a first operative downwardly extending position and a second upwardly retracted inoperative position, and protective means depending below the hull bottom for effecting an automatic upward retraction of said rudder upon the encountering of an underwater obstruction, said protective means comprising an elongated skidlike member having a first end slidably affixed to the lower end of the rudder shaft and the second end thereof pivotally secured to the hull forward of the stern, a propeller mounted in said hull and directing a forced flow of water rearwardly relative thereto, and an enlarged control tube pivotally mounted rearward of said propeller and receiving the powered flow of water therefrom, and mean for vertically adjusting the orientation of said tube whereby a variation in the direction of the powered flow can be elfected.

11. The construction of claim 10 including a flow directing panel mounted rearward of said tube, and means for controlling the orientation of said panel for cooperating with the tube in the directing of the flow.

12. In a boat, a boat drive, said drive including an open bottom housing positioned longitudinally along the hull of the boat and opening downwardly relative thereto, rearwardly directed water propelling means located within said housing, a control tube having opposed open ends, said tube being positioned generally longitudinally within said housing with a first intake end thereof in water receiving alignment with said water propelling means, and means adjustably mounting said tube for movement of the second rearward discharge end thereof vertically while retaining the intake end in water receiving alignment with the water propelling means whereby a variation in the direction of the powered flow of propelled water can be efiected, said tube being movable to at least three primary positions, a first position effecting a rearwardly directed discharge of the powered flow for a forward propelling of the boat, a second position effecting a forward discharge of the powered flow and a rearward propelling of the boat, and a third position effecting a recirculation of the powcred flow back to the water propelling means, thereby defining a neutral position.

13. The drive of claim 12 including a control panel for cooperative displacement with said control tube, means mounting said control panel rearward of said control tube and in opposed relation thereto, said panel being mounted for movement into a water flow directing position in response to a movement of the control tube to any of the positions thereof.

References Cited UNITED STATES PATENTS 2,742,013 4/ 1956 Daniels -41 2,961,988 11/1960 Wood l15-41 TRYGVE M. BLIX, Primary Examiner US. Cl. X.R. 

